Carbureter-controlling mechanism.



D. D. GATES.

CARRUHLTER CONTROLLING MECHANISM.

APPLICATION FILED SEPT, 11, 1917.

1 ,26 8 680. Patented June 4, 1918'.

2 SHEETS-SHEET I.

9 41% 41v p laai'es D. D. GATES.

CARBURETER CONTROLLING MECHANISM.

APPLICATION FILED SEPT. 11, 1917- Patented June 4, 1918.

2 SHEETSSHEET 2.

21 11p, allies,

DAFFORD DALE GATES, 0F MEMPHIS, TENNESSEE.

CARBUBETER-CONTBOLLING MECHANISM.

Specification of Letters Patent.

Patented June 4, 1918..

Application filed September 11, 1917. Serial No. 190,809.

To aZZ whom it may concern:

Be it known that I, DAFFORD DALE GATES, a citizen of the United States, residing at Memphis, in the county of Shelby and State of Tennessee, have invented certain new and useful Improvements in Carbureter-Controll-ing Mechanisms; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention has for its object to provide a mechanism for use in connection with explosive engines which are equipped with double or compound carburetors utilizing various grades of fuel for automatically operating the fuel controlling valve of the carbureter, whereby when the engine is cold, as when starting, the fuel controlling valve is automatically adjusted to admit a high gradeof fuel, such, for instance, as gasolene, and as the engine becomes heated the valve is automatically adjusted so as to admit a lower grade of liquid fuel, such as kerosene.

Another object is the provision of means associated with the carbureter controlling mechanism for controlling the circulation of the water of the cooling system of the engine so as to prevent the water from entering or circulating through the radiator when the engine is cold.

With these and other objects in view, the invention consists in the novel construction, combination and arrangement of parts as will be hereinafter specifically described, claimed and illustrated in the accompanying drawings, in which:

Fi re 1 represents a side elevation of'a well own type of explosive engine, show- I ing the cooling radiator in section and the invention applied to the engine,

Fig.2 represents a fragmentarysectional view through the water inlet pipe and thermostat housing of the cooling system of the engine, V

Fig. 3 represents a side elevation of the carbureter detached from the engine, illustrating the part of the controlling mechanism associated therewith, and

Fig. 4 represents a diagrammatic view of the electrical circuits controlling the operation of the mechanism.

Referring to the drawings in detail, wherein similar reference numerals designate: corresponding parts throughout the several minals with the lower and upper ends, re-,

spectively, of the cooling radiator 8. A thermostat housing 9 is connected with the inlet water pipe 6 intermediate the ends of the latter and an auxiliary water-pipe 10 connects the housing 9 with the water outlet pipe 7 he engine 5 is equipped with an approved type of double or compound carbureter 11, having the two liquid fuel containing bowls 12 and 13 adapted to receive relatively high and low grades of fuel, respectively. The flow of the different grades of fuel to the bowls 12 and 13 is controlled by the usual valve (not shown) carrying the stem 14, to which is secured the gear segment 15 meshing with'a rack bar 16. The outlet pipe 17 of the carbureter is connected with the fuel manifold of the engine (not shown) and the passage of the mixture to the cylinders of the engine is controlled by the usual throttle valve carrying the actuating arm 18.

Solenoids 19 and 20 are supported laterally of the bowls 12 and 13, respectively, and upon opposite sides of the rack bar 16, and receive the axially movable armatures 21 and 22, which are rigidly secured to and movable with the rack bar 16. A vertically I provided for operating the carburetercontrolling mechanism and one pole thereof is groundedby a conductor 27 in the engine 5, and the opposite pole of the battery is connected by a conductor 28 with one terminal of-the coil of the solenoid 23. The opposite terminal of the coil of the solenoid 23 is connected byv a conductor 29 with a switch arm or blade 30, which is pivotally secured at 31, and is adapted to alternately enga e the relatively stationary contacts 32 an 33.

" The free upper terminal of the blade 30 is disposed in the path of the downwardly directed terminals 34 of a trip bar 35, carried by the rack bar 16, whereby during reciproeating movement of the bar 16 incident to the alternate energization of the solenoids 19 and 20 the switch blade is alternately engaged with the respective contacts 32 and 33.

. the contact member 36 and outwardly thereof, with relation to the housing 9.

A preferred type of thermostat or other thermosensitive element 40 is arranged in the housing 9 and is immersed in the water of the cooling system of the engine and carries a stem 41, which projects exteriorly of the end of the housing 9 adjacent the contacts 36 and 39, and is provided with a contact member 42, which is adapted to alternately engage the contact members 36 and 39, during longitudinal movement of the stem 41 incident to the contraction and expansion of the thermostat 40. lit will be understood that the relatively movable contact member 42 is electrically connected with the grounded wire 27 of the battery 26 through the stem 41, thermostat 40 and the metallic parts of the engine with which the ground wire-27 is directly connected.

Valves 43 and 44 are arranged in the adjacent terminals of the water inlet and auxiliary pipes 6 and 10, and the valves are connected by a lever 45,- which is pivotally secured in the lower part of-the housing 9 'movement of the valves 43 and 44 on a pivot pin 46, whereby during swinging movement of the lever 45 the valves 43 and 44 are alternately opened and closed. An arm 47 is pivotally connected with the lever 45 intermediate its ends and is rigidly connected at 48 to the stem 41, whereby the is controlled by the thermostat 40.-

When the waterin the cooling system of the engine is heated to normal temperature by the heat radiated from the cylinders durmg operation, the thermostat 40 is expanded, thus moving the stem 41 outwardly and engaging the contact member 42 carried thereby with the relatively stationary contact member 39, and consequently closing the circuit from one side of the battery 26 through the conductor 27, the engine includ ing the thermostat 40 and 41, contact members 42 and 39, conductor 38, the coil of the solenoid 20, the conductor 36, relatively stationary contact 32, switch blade 30, conductor 29, coil of the solenoid 23, and conductor 28, thus energizing the two solenoids 20 and 23. The magnetic influence of the solenoid 23 upon its armature 24 withdraws the latter from the recess 25 in the rack bar 16, and the magnetic influence of the solenoid 20 withdraws its armature 22, moving the rack bar 16 to the right to the position shown in Fig. 3, thus turning the stem 14 of the fuel valve to such position as to admit the relatively low grade of fuel to the bowl 13 of the carbureter. During inoperation of the engine 5 the water in the pipes 6, 7 and 10 and the radiator 8 cools, thus causing the thermostat 40 to contract, moving the stem 41 inwardly and'engaging the movable contact member 42 with the relatively stationary contact member 36. It willbe understood that-during the movement of the rack bar 16 to the right, the left hand angular terminal of the trip 35 engages and swings the pivoted switch blade 30, engaging it with the relatively stationary contact member 33, thus automatically breaking the circuit to the solenoids 20 and 23. However, as the relatively movable contact member 42 is engaged with the contact member 36 the circuit from the battery 26 to the solenoids 23 and 19 is closed through the conductor 27, the metallic parts of the engine, including the thermostat 40 and stem 41, the contacts 42 and 36, conductor 35, coil of the solenoid 19, conductor 34, contact member 33, pivoted switch blade 30, conductor 29, the coil of the solenoid 23 and the conductor 28. The magnetic influence of the coil of the solenoid 23 acting upon its armature 24 automatically retracts the latter from the left hand recess 25 in the rack bar communication between the bowl 13 and the source of relatively low grade of fuel, and admitting a supply of the high grade of fuel to the bowl 12, which will facilitate starting of the engine. During the leftward'movement of the rack bar 16 the right hand angular terminal of the trip 35 engages and swings the switch blade 30 out of engagement with the contact 33, thus interrupting or opening the circuit to the solenoids 19 and 23, and preventing discharge of the battery 26 through the coils of these solenoids." v

It is also evident that, when the engine is heated to normal temperature, the lever 45 is retained-in the position illustrated in Fig. 4 by the stem 41' of the thermostat 40 and the arm 47 thus maintaining the valve 43 1n open posltion and the valve 44 in closed position. With the valves so adjusted the water of the cooling system of the engine is allowed to freely circulate through the water jacket of the engine 5 and the radiator 8, so as to effectively cool the water which maintains the engine in a relatively cool condition. However, when the water in the cooling system of the engine is cold the stem 41 is retracted, owing to the contracted condition of the thermostat 40, thus retaining the lever 45 in such position as to close the valve 43 and open the valve 44, and preventing the Water in the cooling system from circulating through the radiator 8. In thus restricting the circulation of the water, the engine is more quickly heated to its normal temperature and the time consumed in heating the engine to its normal temperature materially decreased.

What I claim is: 1. In combination, a double carburetor having independent reservoirs for receiving various grades of liquid fuel, means for controlling the admission of liquid fuel to the respective containers of the carbureter, thermosensitive means for automatically actuating the controlling means, and means for locking the actuating means in adjusted position.

2. In combination, a double carbureter' thermosensitive means for controlling the circuits.

In testimony whereof I aflix my signature in presence of two Witnesses.

DAFFORD DALE CATES..

Witnesses:

H. B. Cams, R. E. MARTIN. 

